• Proceedings of the KSR Conference
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• 2000.05a
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• pp.471-478
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• 2000

For many decades, the railway was constructed using tracks with jointed rails of relatively short lengths. The joints cause many drawbacks in the track and lead to signeficant maintenance cost. so, railroad engineers became interested in eliminating joints. Continuous welded rail(CWR) track has many advantages over the conventional jointed-rail track. but, in the case of the elimination of rail joints, it may cause the track to be suddenly buckled laterally by thermal loads. In this paper, firstly, 3-D CWR track model and CWRB program exactly considering the influence of tie are developed far linear static and buckling analysis using finite element method. Characteristics of CWR track model are using 7-dofs beam element as rail, Offset technic exactly considering centroid axies difference of track components(rail, rail-pad-fastener, tie), and Thermal gradient considering thermal difference of top flange and bottom flange in rail section.. second,, Through the static and linear buckling analysis by CWRB, Influences of various track components (rail, ballast, fastener, tie and so on..) on CWR track behavior and stability was characterized.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.11
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• pp.7870-7877
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• 2015

In the case of CWR (Continuous welded rail) located on the railway bridge, the CWR has additional axial force due to interaction of bridge and track. Therefore, the CWR tracks located on the bridge have to secure the safety of running train and CWR track through mitigating influence for interaction of bridge and track. The railway design guide in Korea (KR C-08080) provides a certain value for property of longitudinal friction behavior of rail fastening system that is major parameter of interaction behavior by applying European codes. However, in order to apply to domestic railway, it is necessary to review property characteristics of the rail fastening system in actual use. In this paper, the experiment for longitudinal friction behavior of rail fastener applied to concrete track on the railway bridge in Korea was carried out, and statistical characteristic for property of the rail fastener was analyzed from the result of the experiment.

• Journal of the Korean Society of Food Science and Nutrition
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• v.40 no.8
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• pp.1086-1091
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• 2011

Anti-oxidative activity and tyrosinase inhibitory activity of various ethanol extracts of Polygoni multiflori radix (PMR) and Cynanchi wilfordii radix (CWR) were compared to identify an anti-oxidant and whitening agent source from nature. We conducted an investigation into the anti-oxidant activities of PMR and CWR ethanol extracts by measuring total polyphenol content, total flavonoid content, and ABTS radical capacity. The total polyphenol contents of PMR and CWR were 17.31${\pm}$0.54 mg GA/eq g, and 2.75${\pm}$0.22 mg GA/eq g, respectively. The total flavonoid contents of PMR and CWR were 6.38${\pm}$0.39 mg naringine/eq g, and 1.34${\pm}$0.09 mg naringine/eq g, respectively. The 2,2'-azino-bis(3-ethylbenzthiazoline-6-sulphonic acid) radical decolorization of PMR and CWR were 96.89${\pm}$0.21% at 1 mg/mL and 93.49${\pm}$0.76% at 50 mg/mL. Melanoma cells were cultured with the PMR and CWR ethanol extracts for 48 hr, and total melanin content as a final product and the activity of tyrosinase, a key enzyme, in melanogenesis, were estimated. The PMR and CWR ethanol extracts increased melanin content and tyrosinase activity in a dose-dependent manner. These results suggest that PMR and CWR ethanol extracts could be useful as a skin whitening agent.

• Proceedings of the Korean Society for Emotion and Sensibility Conference
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• 2009.11a
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• pp.218-221
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• 2009

The purpose of this study was to find the differences of the real somatotype and the ideal somato type and fashion image sought in female collegians by somatotype. In addition, WHR, CWR, and body cathexis was analysed. ANOVA test, Duncan's multiple range test, and x2 test was used as statistical analyses. The results were as follows. 1. WHR of thin, regular, fat somatotype was 0.75, 0.76, and 0.83, respectively while CWR was 0.77 in thin, 0.81 in regular, 0.80 in fat somatotype. The respondents who considered themselves overweight recognized themselves fatter than real weight. 2. They were not satisfied with bust girth in thin, thigh part and calf part in regular people, and all part except foot length, hand length and sleeve length. 3. Clothing image sought by 45.5% female collegians was fashionable and raffine and that sought by 10.4% female collegians was elegant and graceful. 4. Among the body area, body parts that may have an effect on body image were body length in 13.1% of the respondents, waist girth in 10.7% of those thought, and hip girth in 10.0% of the respondents.

• Journal of the Korean Society of Safety
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• v.25 no.5
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• pp.54-61
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• 2010

The additional axial force of CWR(continuous welded rail) is occurred by structure-track interaction, in reverse, fixed supports of structure are applied the large load by that. Ratio of load which transferred on support through the bridge superstructure with one-side REJ by acceleration and braking load are stated in High-Speed Rail Design Criteria(2005). On the other hand the horizontal forces of support delivered to the load due to thermal loads has been no report about the criteria. Therefore, this study was performed the review of the reaction and displacement on support by structure-track interaction in a special bridge(composite brdiges, 45+55+55+45=200m) with REJ acting on the temperature load. As a result, because fixed support of a special bridge or a continuous bridge with REJ under the temperature load which is constant load has been acted the large lateral load by structure-track interaction, when determining the fixed bearing capacity of structure should be reflected in the results to secure the safety of structures was confirmed.

• Journal of the Korean Society for Railway
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• v.9 no.2 s.33
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• pp.131-136
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• 2006

Most modern railways, especially the high speed railway tracks, use continuous welded rail(CWR) for the less maintenance. For the CWR track has very few expansion joints, track buckling has always been an unpredictable event and it happens mainly by high compressive stress in rail in summer period. Therefore, it is important to understand the variation of rail stress induced by thermal loads which has direct influence on the rail buckling and stability of railway track. This paper describes the experimental investigation of the variation of rail temperature and stress in a high speed railway track on bridge structure. Field measurement was performed to examine the correlation between the rail temperature and rail stress on the Korean High Speed Railway line. Regression functions were derived from measured data to determine the rail stress f3r an arbitrary rail temperature varies from 20 to 50 degree Celsius.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.315-323
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• 2010

It is suggested that the service life of the continuous welded rail(CWR) is estimated by the relationship between the rail surface irregularity according to the accumulated passing tonnage and bending fatigue of welded part in CWR. In this study, it measured bending stress of rail according to the rail surface irregularity in the concrete track on the Seoul Metro. In addition, the relationship between rail surface irregularity and bending stress in concrete track is analyzed by results of the field test. Finally, this study clarified the relationship among bending stress(Y) of rail, train speed(U), rail surface irregularity(v, w) in concrete track. The result of this study is able to use the basis data to establishing the periodic replacements criterion of CWR.

• Journal of the Korean Society for Railway
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• v.12 no.4
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• pp.574-581
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• 2009

Displacement of the bridge and additional rail stress due to interaction between track and bridge should be limited to the design criteria. Interaction analysis was conducted to investigate the displacement and additional rail stress on CWR in railway bridge of conventional line. Particularly, various parameters affecting interaction phenomena were taken into account in the analysis to enhance an applicability. These parameters included configuration of structure, stiffness of deck and support, steel/concrete bridge, ballast/concrete track and FM/MFM type etc. The results were presented in the form of the design chart which could be useful in preliminary design of the bridge.

• Journal of the Korean Society for Railway
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• v.12 no.4
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• pp.565-573
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• 2009

Displacement of the bridge and additional rail stress due to interaction between track and bridge should be limited to the design criteria. Interaction analysis was conducted to investigate the displacement and additional rail stress on CWR in high speed railway bridge. Particularly, various parameters affecting interaction phenomena were taken into account in the analysis to enhance an applicability. These parameters included configuration of structure, stiffness of deck and support, steel/concrete bridge, ballast/concrete track and FM/MFM type etc. The results were presented in the form of the design chart which could be useful in preliminary design of the bridge.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.383-392
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• 2018

This study investigated the change of additional axial stress of rail and reaction force at bridge bearings due to the track-bridge interaction when laying CWR on non-ballasted railway bridges including truss bridges with relatively long span. According to the results of the present study, additional axial stresses of rail and reaction forces at bridge bearings showed a large increase when CWR is installed on the non-ballasted railway bridge. The additional axial stress of rail can be acceptable if sufficient lateral resistance can be obtained. However, if the reaction force increases, there is a risk of damage of the bearing or pier, and therefore, it is necessary to take measures to mitigate the reaction force. It is found that additional axial stress of rail decreases when considering the frictional resistance of the bridge movable support, but its effect on the bearing reaction force is very small. On the other hand, when the longitudinal track restraint decreases, both additional axial stress of rail and bearing reaction force are reduced to a large extent. Also, when the ZLR fastening devices are applied to the region where the additional axial stress of rail is highest, bearing reaction force as well as additional axial stress of rail greatly decreased. Therefore, the application of ZLR fastening devices with the reduction of the longitudinal track restraints is very effective for installing CWR on non-ballasted railway bridges.